Bilateral engine control system

ABSTRACT

Technology is provided for a bilateral engine control system for use on a multi-cylinder opposed piston engine. The system includes first and second sets of injectors, each set mountable on first and second sides of an engine. Each injector is in fluid communication with a corresponding cylinder of the engine. First and second engine control units are each connected to a respective set of injectors. First and second crankshaft speed sensors are connected to respective engine control units. The first engine control unit independently controls the first set of injectors based on a first speed signal and the second engine control unit independently controls the second set of injectors based on a second speed signal. The first engine control unit and the second engine control unit are configured to activate corresponding injectors of the first and second sets of injectors at substantially the same time.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/157,100, filed May 17, 2016, entitled “BILATERAL ENGINE CONTROLSYSTEM,” which is incorporated by reference herein in its entirety.

TECHNICAL FIELD

This patent application is directed to engine control systems and, morespecifically, to a bilateral engine control system for use onmulti-cylinder opposed piston engines.

BACKGROUND

Typical engine control systems include an engine control unit thatreceives input signals from a single set of sensors and controls asingle set of injectors based on the signals from the sensors.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the bilateral engine control system introduced herein maybe better understood by referring to the following Detailed Descriptionin conjunction with the accompanying drawings, in which like referencenumerals indicate identical or functionally similar elements:

FIG. 1 is a side view in elevation of a multi-cylinder opposed pistonengine according to a representative embodiment.

FIG. 2 is a schematic representation of a vertically oriented opposedpiston engine.

FIG. 3 is a side view in elevation of the engine shown in FIG. 1 withvarious components removed for clarity.

FIG. 4 is a cross-sectional view of the engine taken about line 4-4 inFIG. 3.

FIG. 5 is a schematic representation of a bilateral engine controlsystem according to a representative embodiment.

FIG. 6 is an enlarged partial view of the speed sensors introduced inFIG. 1.

FIG. 7 is an enlarged partial view of the turbine inlet temperaturesensor introduced in FIG. 1.

FIG. 8 is a side view in elevation illustrating a portion of the fuelsupply system.

FIG. 9 is an enlarged partial view of the fuel pump shown in FIG. 8.

FIG. 10 is an enlarged partial view in cross-section of the fuel pumpdrive housing assembly.

FIG. 11 is a partial cross-section of the fuel pump drive train.

FIG. 12 is a cross-sectional view of the fuel pump drive train assembly.

The headings provided herein are for convenience only and do notnecessarily affect the scope or meaning of the claimed embodiments.Further, the drawings have not necessarily been drawn to scale. Forexample, the dimensions of some of the elements in the figures may beexpanded or reduced to help improve the understanding of theembodiments. Moreover, while the disclosed technology is amenable tovarious modifications and alternative forms, specific embodiments havebeen shown by way of example in the drawings and are described in detailbelow. The intention, however, is not to limit the embodimentsdescribed. On the contrary, the embodiments are intended to cover allmodifications, equivalents, and alternatives falling within the scope ofthe embodiments as defined by the appended claims.

DETAILED DESCRIPTION

Overview

A bilateral engine control system for use on a multi-cylinder opposedpiston engine is disclosed. In an embodiment, the system includes afirst set of fuel injectors mountable on a first side of an engine, eachin fluid communication with a corresponding cylinder of the engine and asecond set of fuel injectors mountable on a second side of the engine,each in fluid communication with a corresponding cylinder of the engine.A first engine control unit is connected to the first set of injectorsand a second engine control unit is connected to the second set ofinjectors. A first crankshaft speed sensor is connected to the firstengine control unit and operative to provide a first speed signalindicative of a speed and position of a crankshaft of the engine. Asecond crankshaft speed sensor is connected to the second engine controlunit operative to provide a second speed signal indicative of a speedand position of the crankshaft. The first engine control unitindependently controls the first set of injectors based on the firstspeed signal and the second engine control unit independently controlsthe second set of injectors based on the second speed signal, andwherein the first engine control unit and the second engine control unitare configured to activate each injector of the first set of injectorsand a corresponding injector of the second set of injectors atsubstantially the same time.

General Description

Various examples of the device and systems introduced above will now bedescribed in further detail. The following description provides specificdetails for a thorough understanding and enabling description of theseexamples. One skilled in the relevant art will understand, however, thatthe techniques discussed herein may be practiced without many of thesedetails. Likewise, one skilled in the relevant art will also understandthat the technology can include many other features not described indetail herein. Additionally, some well-known structures or functions maynot be shown or described in detail below so as to avoid unnecessarilyobscuring the relevant description.

The terminology used below is to be interpreted in its broadestreasonable manner, even though it is being used in conjunction with adetailed description of some specific examples of the embodiments.Indeed, some terms may even be emphasized below; however, anyterminology intended to be interpreted in any restricted manner will beovertly and specifically defined as such in this section.

FIG. 1 illustrates a vertically oriented multi-cylinder opposed pistonengine 100 according to a representative embodiment. In someembodiments, engine 100 is configured for electrical power generationand is connected to a generator 102. In other embodiments, the enginemay directly or indirectly drive equipment or propulsion systems, suchas for example and without limitation, pumps, drive trains, wheels,propellers, etc. Engine 100 may be used in mobile as well as stationaryapplications. The engine 100 includes a bilateral engine control system200, described more fully below, as well as an air intake system 104 andan exhaust system 106.

FIG. 2 is a simplified schematic representation of an opposed pistonengine according to the disclosed technology. Opposed piston engine 10includes a vertically oriented cylinder 16 that encloses a combustionchamber 18 between first and second pistons 24 and 26, respectively.First piston 24 drives a first or upper crankshaft 12 and second orlower piston 26 drives a second or lower crankshaft 14. The designationof upper, lower, left, right, or the like provides relative orientationon the figure and should not be considered limiting. The upper and lowercrankshafts 12 and 14 are rotatably connected together with a pluralityof spur gears (not shown). Air from an intake system, such as intakesystem 104, is forced into the combustion chamber 18 through intake port20. Exhaust gases are exhausted through exhaust port 22 and into anexhaust system, such as exhaust system 106. Engine 10 includes a pair ofinjectors 30(1) and 30(2) that provide fuel to the combustion chamber18. In the illustrated embodiment, the injectors 30 are diametricallyopposed to each other. In some embodiments, the injectors 30 areconfigured to supply a liquid fuel, such as diesel, to the combustionchamber 18. In other embodiments, the injectors 30 can be configured forgaseous fuel such as natural gas. In some embodiments, each injector canbe configured to inject a different type of fuel. For example, injector30(1) can be configured to supply diesel to the combustion chamber 18while injector 30(2) is configured to supply natural gas to thecombustion chamber 18.

As shown in FIG. 3, engine 100 includes a plurality of upper bearingjournals 108 to support a first or upper crankshaft (not shown).Similarly, the engine includes a plurality of lower bearing journals 110to support a lower crankshaft (not shown). It can be appreciated fromthe figure that engine 100 is a 12 cylinder engine and is supplied on afirst side of the engine with a first set of injectors 112(1). Withfurther reference to FIG. 4, the bilateral engine control system 200includes a second set of injectors 112(2) mounted on the opposite orsecond side of the engine 100, as well as the first set of injectors112(1). Thus, each cylinder, numbered 1-12, is fed by two diametricallyopposed fuel injectors, one on each side of the engine. For example,cylinder 1 receives fuel from injector 201(1) and 201(2). Although theinjectors are described above as being diametrically opposed, in someembodiments, the injectors can be positioned on generally opposite sidesof the cylinder without being exactly diametrically opposed.

The first set of injectors 112(1) includes 12 fuel injectors201(1)-212(1). Similarly, the second set of fuel injectors 112(2)includes 12 fuel injectors 201(2)-212(2). Each set of injectors 112(1)and 112(2) are controlled by a separate engine control unit (ECU). Forexample, the first set of injectors 112(1) is independently controlledby a first ECU 120(1). Similarly, the second set of injectors 112(2) isindependently controlled by a second ECU 120(2). In other words, eachside of the engine has its own control system. As will be explainedfurther below, the ECU 120(1) and ECU 120(2) coordinate to cause thefirst set of injectors 112(1) and the second set of injectors 112(2) toinject fuel in a defined sequence. In some embodiments, the first ECU120(1) and the second ECU 120(2) are configured to activate eachinjector of the first set of injectors 112(1) and a correspondinginjector of the second set of injectors 112(2) at substantially the sametime.

FIG. 5 is a schematic representation of the bilateral engine controlsystem 200. In some embodiments, the ECUs can be configured as amaster-slave arrangement. For example, the first ECU 120(1) can beconfigured as a master control unit while the second ECU 120(2) can beconfigured as a slave control unit. In some embodiments, themaster-slave configuration allows the master clock to coordinate thesequence of the slave's associated injectors. Each ECU is incommunication with a separate crank sensor which picks up the crankshaftspeed of the engine 100. For example, ECU 120(1) is connected to a firstcrank sensor 130(1) and ECU 120(2) is connected to a second crank sensor130(2). In some embodiments, the first ECU 120(1) independently controlsthe first set of injectors 112(1) based on the first crank sensor 130(1)and the second ECU 120(2) independently controls the second set ofinjectors 112(2) based on the second crank sensor 130(2). If the ECUsregister a discrepancy in engine speed from the crank sensors, themaster ECU's speed input can take precedence. In some embodiments, thefirst ECU 120(1) is in communication with a set of sensors 128(1) andthe second ECU 120(2) is in communication with a second set of sensors128(2). Although the first ECU 120(1) and the second ECU 120(2) operateindependently, they can share sensor data in the event of a sensormalfunction. Furthermore, if one or the other of the ECUs fails, theengine 100 can continue to run on one set of injectors at reduced power.

Although the first ECU 120(1) and the second ECU 120(2) are incommunication with their own crank sensors, there is communicationprovided between the ECUs either through a controller area network (CAN)122 or separate dedicated master and slave crank sensor communicationlines 124 and 126, respectively. In some embodiments, the master controlunit (e.g., first ECU 120(1)) can also actuate various actuators 132.For example, actuators 132 can include air start motors 134(1) and134(2).

Turning to FIGS. 6 and 7, the first set of sensors 128(1) can includevarious sensors such as a speed sensor 130(1) and a turbine inlettemperature sensor 138(1). As mentioned above, the speed sensor 130(1)measures the crankshaft speed and provides the first ECU 120(1) withtiming and position information in order to control the first set ofinjectors 112(1). The turbine inlet temperature sensor 138(1) measuresthe temperature of the exhaust coming from the exhaust 106 and enteringthe turbo charger 107. The second sensor set 128(2) can include similarsensors such as the second crankshaft speed sensor 130(2) and a secondturbine inlet temperature sensor (not shown).

As shown in FIG. 8, the bilateral engine control system 200 can alsoinclude a pair of fuel pumps 140(1) and 140(2), each of which suppliesfuel to one side of the engine. For example, first fuel pump 140(1)supplies fuel to the first set of injectors 112(1). With furtherreference to FIG. 9, the first fuel pump 140(1) supplies fuel via fuellines 144 that connect to a plurality of plenums 142. Each plenum 142supplies fuel to two injectors. For example, the plenum 142, shown inFIG. 9, supplies fuel to injector 212(1) and 211(1). In someembodiments, the fuel pumps 140(1) and 140(2) are interconnected suchthat if one or the other of the pumps fails, the other pump can providefuel to one or both sets of injectors, possibly at reduced power.

FIG. 10 shows the fuel pumps 140(1) and 140(2) mounted on a drivehousing 146. The drive housing 146 supports a gear train including afuel pump drive gear 152 that mates with a plurality of spur gearsincluding spur gears 148 and 150. The spur gears 148 and 150interconnect the upper and lower crankshafts to maintain proper timingbetween the crankshafts and their associated pistons. The drive housing146 mounts the fuel pumps to the engine block 147 to position the geartrain for engagement with the spur gear 150. The pumps are driven by apump drive gear 154 that is mounted to the drive gear 152. As shown inFIG. 11, the first fuel pump 140(1) is connected to pump drive gear 154via a first pump gear 156. Similarly, the second fuel pump 140(2) isconnected to the pump drive gear 154 by a second pump gear 158.

As shown in FIG. 12, the pump drive gear 154 is attached to the drivegear 152 with a plurality of fasteners 170. Drive gear 152 includes agroove 172 formed around a circumference of the gear that is sized andconfigured to receive a mating ring 174 formed on the pump drive gear154. In some embodiments, the pump drive gear 154 is indexed to thedrive gear 152 at inner diameter 182. Accordingly, the pump gear 154rotates with the drive gear 152. Drive gear 152 is mounted on an idlershaft 176 that is mounted in roller bearings 160 and 162. Bearings 160and 162 are mounted in housing 146 and are retained in position with endcaps 164 and 166, respectively. A wave washer 168 is positioned betweenbearing 162 and end cap 166 to provide a centering force for shaft 176while also allowing end play between the shaft and the bearing. Shaft176 includes a tapered journal 178 upon which the drive gear 152 ismounted and retained in position by castellated nut 180. The castellatednut 180 is, in turn, retained in position with a cotter pin 181.

Remarks

The above description and drawings are illustrative and are not to beconstrued as limiting. Numerous specific details are described toprovide a thorough understanding of the disclosure. However, in someinstances, well-known details are not described in order to avoidobscuring the description. Further, various modifications may be madewithout deviating from the scope of the embodiments. Accordingly, theembodiments are not limited except as by the appended claims.

Some aspects of the technology described above may take the form of ormake use of computer-executable instructions, including routinesexecuted by a programmable computer. Those skilled in the relevant artwill appreciate that aspects of the technology can be practiced oncomputer systems other than those described herein. The technology canbe embodied in a computer or data processor, such as an engine controlunit (ECU), engine control module (ECM), fuel system controller, or thelike, that is specifically programmed, configured or constructed toperform one or more computer-executable instructions consistent with thetechnology described herein. Accordingly, the term “computer,”“processor,” or “controller”, as generally used herein, refers to anydata processor and can include ECUs, ECMs, and modules, as well asInternet appliances and hand-held devices (including palm-top computers,wearable computers, cellular or mobile phones, multi-processor systems,processor-based or programmable consumer electronics, network computers,mini computers and the like). Information handled by these computers canbe presented at any suitable display medium, including a CRT display,LCD, or dedicated display device or mechanism (e.g., a gauge).

The technology can also be practiced in distributed environments, wheretasks or modules are performed by remote processing devices that arelinked through a communications network. In a distributed computingenvironment, program modules or subroutines may be located in local andremote memory storage devices. Aspects of the technology describedherein may be stored or distributed on computer-readable media,including but not limited to magnetic or optically readable or removablecomputer disks, as well as distributed electronically over networks.Such networks may include, for example and without limitation,Controller Area Networks (CAN), Local Interconnect Networks (LIN), andthe like. In particular embodiments, data structures and transmissionsof data particular to aspects of the technology are also encompassedwithin the scope of the technology.

Reference in this specification to “one embodiment” or “an embodiment”means that a particular feature, structure, or characteristic describedin connection with the embodiment is included in at least one embodimentof the disclosure. The appearances of the phrase “in one embodiment” invarious places in the specification are not necessarily all referring tothe same embodiment, nor are separate or alternative embodimentsmutually exclusive of other embodiments. Moreover, various features aredescribed which may be exhibited by some embodiments and not by others.Similarly, various requirements are described which may be requirementsfor some embodiments but not for other embodiments.

The terms used in this specification generally have their ordinarymeanings in the art, within the context of the disclosure, and in thespecific context where each term is used. It will be appreciated thatthe same thing can be said in more than one way. Consequently,alternative language and synonyms may be used for any one or more of theterms discussed herein, and any special significance is not to be placedupon whether or not a term is elaborated or discussed herein. Synonymsfor some terms are provided. A recital of one or more synonyms does notexclude the use of other synonyms. The use of examples anywhere in thisspecification, including examples of any term discussed herein, isillustrative only and is not intended to further limit the scope andmeaning of the disclosure or of any exemplified term. Likewise, thedisclosure is not limited to various embodiments given in thisspecification. Unless otherwise defined, all technical and scientificterms used herein have the same meaning as commonly understood by one ofordinary skill in the art to which this disclosure pertains. In the caseof conflict, the present document, including definitions, will control.

What is claimed is:
 1. A bilateral engine control system for use on amulti-cylinder opposed piston engine, the system comprising: a first setof fuel injectors mountable on a first side of an engine, each in fluidcommunication with a corresponding cylinder of the engine; a second setof fuel injectors mountable on a second side of the engine, each influid communication with one of the corresponding cylinders of theengine; a first engine control unit connected to the first set ofinjectors for control thereof; a second engine control unit connected tothe second set of injectors for control thereof; a first crankshaftspeed sensor and a second crankshaft speed sensor connected to the firstengine control unit and the second engine control unit, respectively;and one or more communication lines connecting the first and secondengine control units, whereby signals from the first and secondcrankshaft speed sensors are shared between the first and second enginecontrol units; wherein the first engine control unit independentlycontrols the first set of injectors and the second engine control unitindependently controls the second set of injectors.
 2. The system ofclaim 1, further comprising first and second fuel pumps operative toprovide fuel to the first set of injectors and the second set ofinjectors, respectively.
 3. The system of claim 1, further comprising afirst set of engine sensors and a second set of engine sensors connectedto the first engine control unit and the second engine control unit,respectively.
 4. The system of claim 1, wherein the first engine controlunit and the second engine control unit are configured to activate eachinjector of the first set of injectors and a corresponding injector ofthe second set of injectors at substantially the same time.
 5. Amulti-cylinder opposed piston engine, comprising: a plurality ofcylinders; a first set of pistons each positioned in a respective one ofthe plurality of cylinders and connected to a first crankshaft; a secondset of pistons each positioned in a respective one of the plurality ofcylinders and connected to a second crankshaft; a first set of fuelinjectors mounted on a first side of the plurality of cylinders, each influid communication with a corresponding one of the plurality ofcylinders; a second set of fuel injectors mounted on a second side ofthe plurality of cylinders, each in fluid communication with one of thecorresponding one of the plurality of cylinders; a first engine controlunit connected to the first set of injectors for control thereof; asecond engine control unit connected to the second set of injectors forcontrol thereof; a first crankshaft speed sensor and a second crankshaftspeed sensor connected to the first engine control unit and the secondengine control unit, respectively, and wherein the first engine controlunit independently controls the first set of injectors based on thefirst speed signal and the second engine control unit independentlycontrols the second set of injectors based on the second speed signal;and one or more communication lines connecting the first and secondengine control units, whereby the first and second speed signals areshared between the first and second engine control units; wherein thefirst engine control unit independently controls the first set ofinjectors and the second engine control unit independently controls thesecond set of injectors.
 6. The engine of claim 5, wherein each injectorof the first set of injectors is diametrically opposed to acorresponding injector of the second set of injectors.
 7. The engine ofclaim 5, further comprising first and second fuel pumps operative toprovide fuel to the first set of injectors and the second set ofinjectors, respectively.
 8. The engine of claim 7, wherein the first andsecond fuel pumps are each geared to the first and second crankshafts.9. The engine of claim 5, wherein the first engine control unit and thesecond engine control unit are configured to activate each injector ofthe first set of injectors and a corresponding injector of the secondset of injectors at substantially the same time.
 10. The engine of claim5, further comprising a first set of engine sensors and a second set ofengine sensors connected to the first engine control unit and the secondengine control unit, respectively.